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Bio Aviation Technology Corp. System Definition Review

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Bio Aviation Technology Corp. System Definition Review Bio Aviation Technology Corp. System Definition Review Team IV Berger, Richard Daugherty, William Ksander, Jeff Lashkari, Dheer Malda, Jon Poulin, Christine Schreiner, Chris Voss, Bethany AAE 451 March 23, 2006 Team IV, System Definition Review Table of Contents I. Executive Summary --------------------------------------------------------1 II. Introduction and Problem Definition ---------------------------------2 III. Design Targets and Trade Studies ------------------------------------3 Aircraft Sizing ---------------------------------------------------------------------------3 IV. Concept Selection---------------------------------------------------------6 Initial Concepts--------------------------------------------------------------------------6 Pugh’s Method------------------------------------------------------------------------- 12 Effects of Wing Location ------------------------------------------------------------ 15 Ducted Fan Analysis------------------------------------------------------------------ 16 Selected Concept: Sodalis------------------------------------------------------------ 17 V. Alternative Fuel ---------------------------------------------------------- 18 Evaluation of Ethanol vs. Bio-diesel----------------------------------------------- 20 VII. Design Constraint Analysis------------------------------------------ 23 VIII. Federal Aviation Regulations-------------------------------------- 28 IX. Conclusions -------------------------------------------------------------- 30 References -------------------------------------------------------------------- 31 Appendix ------------------------------------------------------------------------ I Appendix A: QFD Matrix ------------------------------------------------------------- I Appendix B: Pugh’s Method, First Iteration -------------------------------------II Appendix C: Acquisition Cost Model and Data---------------------------------III March 23, 2006 Team IV, System Definition Review I. Executive Summary Today’s world is facing depleting oil reserves as well as increasing public environmental concerns. These events cause a significant rise in fuel prices. Bio Aviation Technology Corporation (BAT Co) has determined that this trend creates a unique business opportunity. The company will develop an alternate fuel aircraft to satisfy customer aviation needs well beyond the affordable availability of petroleum based fuels. Research of the current market has shown that the greatest profit potential resides within the small aircraft general aviation market. The aircraft being created is a single engine piston powered aircraft designed for the trainer market. Trade studies show that range and speed greatly effect the gross take off weight and therefore the overall cost of the aircraft. A greater understanding of the affects of various parameters help to design an aircraft suited for the targeted customers. The Cessna 172 is used as a benchmark to compare with the BAT Co Sodalis aircraft. Through preliminary studies the designed aircraft is projected to have a longer range and a greater speed then the Cessna 172. The Sodalis will also have decreased internal and external noise, and create a greater thrust per horse power because of the use of a ducted fan instead of a conventional propeller. What makes the Sodalis unique is the use of an alternate fuel. The new aircraft will be powered with bio-diesel. Bio-diesel is: • Widely available • Performs similar to Jet-A fuel • Easy to produce • Requires minimal component conversion to utilize an existing engine The bio-diesel specific fuel consumption (SFC) is slightly higher than an equivalent diesel aircraft engine. The estimated SFC is 0.45 and 0.36 respectively. The energy density and heat of combustion are both lower in bio-diesel and fuel weight is slightly higher than diesel. However, it is believed that the rising cost in petroleum based fuels due to a diminishing supply will ultimately result in lower operating costs. Bio Aviation Technology Corporation engineers have made it the top priority to provide the customer with an aircraft to get them safely to any destination at an extremely competitive price as well as provide an excellent aircraft. March 23, 2006 Page 1 of 32 Team IV, System Definition Review II. Introduction and Problem Definition One of the most important and concerning issues in the 21st century is the depleting oil resources. The net crude oil price has risen over the past 5 years and this trend is expected to continue as time progresses [1]. Petroleum-based fuel caters to almost all the transportation industries. One of the few industries left to successfully develop an alternate energy source is the aviation industry. There is also an increasing concern regarding environmental issues like depletion of the ozone layer, due to harmful emissions from petroleum based fuels. Bio Aviation Technology Corporation (BAT Co) envisions a business opportunity to service the aviation market by developing an alternate fuel trainer aircraft to replace the conventional piston driven aircraft, thereby providing a competitive alternative to the current market. The BAT Co business strategy entails developing a general trainer aircraft design that can cater to a wide general aviation market. The primary target customers are hobbyists, small businesses, fixed based operators (FBO), flight schools and universities. Apart from the primary product, a general aviation aircraft, BAT Co anticipates a potential market for conversion kits to enable the use of alternative fuel technology in existing aircraft. Another aspect to the business case is providing a comprehensive in-house parts and maintenance service to the customer as well as maintenance personnel training. The BAT Co aircraft will begin sales in 2010. By then, it is estimated that there will be an 11% decrease in petroleum-based aircraft from the prior year. BAT Co will supplement the 11% decrease in petroleum aircraft sales with the first year sales of the alternate fuel aircraft. The company will then begin the first year with 11% of the market and sell 124 planes. The BAT Co market share will then increase in years to come. From 2011 until 2015, BAT Co will turn the petroleum market’s loss into a company gain plus 5%. An example is in 2011 when the petroleum aircraft sales are down 13%, BAT Co sales will increase to 18%. The total market share for the company in the year 2015 will be 40%. 2015 also marks the year in which it is decided that other manufacturers will begin to sell alternate fuel aircraft. BAT Co will continue to hold 40% of the market share and increase sales of aircraft by 5% annually until 2025. In 2026, the total number of aircraft sold is projected to be 670 per year. Based on General Aviation Manufactures Association (GAMA) in 2000, Cessna sold over 700 Cessna 172s and 182s, therefore 670 aircraft is a reasonable sales goal for BAT Co [2]. From 2026 until 2030 BAT Co will continue to sell 670 aircraft per year. Table 1 summarizes the market outlook for the company. Sales of alternate fuel aircraft by competing companies will increase. The total annual sales of the BAT Co aircraft and competitors’ alternate fuel aircraft are estimated to be 1675 in the year 2030. Also in that year, it is expected that for the first time no petroleum based aircraft will be manufactured. In the year 2001, 1791 petroleum-based general aviation aircraft were sold. By 2030, the 1675 total alternate fuel aircraft sold will again be over the 1600 mark which was about the total number of sales for piston powered aircraft in 2004. March 23, 2006 Page 2 of 32 Team IV, System Definition Review Table 1: Summary of BAT Co Market Share Total Aircraft Market Aircraft (Petroleum and Year Percentage sold Alternate Fuel) 2005 0% 0 1685 2010 11% 119 1119 2015 40% 297 737 2020 40% 524 1288 2025 40% 665 1675 2030 40% 670 1675 III. Design Targets and Trade Studies A set of design targets was established through market research and a database of current aircraft. Desired values as well as upper and lower bounds were determined through the Quality Function Deployment (QFD) method, as shown in appendix A. Anything outside of these bounds would be unsuitable for the new alternative fuel aircraft. All of these bounds were developed from the aircraft database, since a new aircraft must meet or exceed current performance specifications to be marketed successfully. A few of these targets have changed since the Systems Requirements Review in order to better accommodate the main target customer, the hobbyist. The changed targets include the range, useful load and cruise speed. All three of these design targets were reduced from the previous review based on a series of trade studies as well as additional market and aircraft research. The current set of design requirements are presented in Table 2. Table 2: Revised Design Targets Minimum Desired Maximum Engineering Performance Performance Performance Characteristic Bound Bound Bound Units Acquisition Cost n.a. $172,500 $735,000 2005 USD Range 700 900 1,000 nm Takeoff Runway Length 3,000 1,200 n.a. ft Useful Load 700 800 1,300 lb Cruise Speed 125 175 200 kts Service Ceiling 11,000 15,000 n.a. ft Exterior Noise Level n.a. 60 70 dB Interior Noise Level n.a. 60 70 dB Aircraft Sizing March 23, 2006 Page 3 of 32 Team IV, System Definition Review In order to perform trade studies involving the aircraft size and weight, a sizing code was developed. This code was developed by BAT Co and was based on the sizing approach presented in Aircraft Design:
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